EP2150727B1 - A continuous variable transmission assembly - Google Patents
A continuous variable transmission assembly Download PDFInfo
- Publication number
- EP2150727B1 EP2150727B1 EP08733405A EP08733405A EP2150727B1 EP 2150727 B1 EP2150727 B1 EP 2150727B1 EP 08733405 A EP08733405 A EP 08733405A EP 08733405 A EP08733405 A EP 08733405A EP 2150727 B1 EP2150727 B1 EP 2150727B1
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- EP
- European Patent Office
- Prior art keywords
- gear
- pump
- carriage
- shaft
- axis
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/721—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with an energy dissipating device, e.g. regulating brake or fluid throttle, in order to vary speed continuously
- F16H3/722—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with an energy dissipating device, e.g. regulating brake or fluid throttle, in order to vary speed continuously with a fluid throttle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
- F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
Definitions
- the present invention relates to a transmission assembly and, in particular to, a continuous variable hydromechanical transmission assembly for a vehicle, according to the preamble of claim 1 and as it is disclosed in EP1170526B1 .
- a continuously variable transmission for a vehicle is an alternative to a standard planetary automatic transmission which is common throughout the world.
- the job of a transmission in a vehicle is to change the speed ratio between the engine and the wheels of a vehicle.
- the transmission uses a range of gears from low to high to make more effective use of an engine's torque as the driving conditions change. Those gears can be engaged manually or automatically.
- the gears are interlocking toothed wheels that transmit and modify rotary motion and torque.
- a combination of planetary gears create the different ratios.
- a continuously variable transmission does not have a gear box with a set of gears or interlocking toothed wheels.
- Most common continuous variable transmissions include a belt and an input pulley and an output pulley. As the pulleys are at variable diameters, the belt change location creating the gearing effect.
- the drive or input pulley is connected to the crank shaft of the engine and the driven or output pulley transfers the energy to the drive shaft. As the two pulleys change their radii relatively to one another they create an infinite number of gear ratios.
- the advantages of a continuously variable transmission of a standard planetary automatic transmission are that the continuously variable transmission creates a smoother ride in a vehicle because it eliminates the jolting of changing gears, improves fuel efficiency, eliminates gear hunting as the car decelerates, provides better acceleration, provides better control over emissions, and replaces inefficient fluid torque converters.
- the toroidal continuously variable transmission replaces the belts and pulleys with disks and power rollers.
- Hydrostatic continuously variable transmissions work by varying the radius of the contact point between two rotating objects.
- the rotational motion of the engine operates a hydrostatic pump on the driving side.
- the pump converts rotational motion in fluid flow.
- a hydrostatic motor located on the driven side the fluid is converted back into rotational motion.
- a hydrostatic transmission is combined with a planetary gear set and clutches a hybrid known as a hydromechanical transmission is created. At a low speed, power is transmitted hydraulically, and at a high speed, power is transmitted mechanically. Between these extremes the transmission uses both hydraulic and mechanical means to transfer power.
- variable ratio drive assembly including the features of claim 1.
- said assembly includes a brake gear driven by said second output shaft, a brake pump driven by said brake gear so that the brake pump produces hydraulic fluid under pressure, and second restriction means operatively associated with the brake pump to receive hydraulic fluid under pressure therefrom, the second restriction means being operable to restrict the flow of hydraulic fluid produced by said brake pump to thereby selectively apply a braking torque to said second output shaft, with the first output shaft being drivingly connected to the second input shaft.
- each said pump device is a motor/pump device that upon receiving hydraulic fluid under pressure acts as a motor to drive a respective one of the ring gears.
- said first pump device when operated by said hydraulic fluid drives the first carriage in an angular direction opposite the direction of said first input shaft.
- variable ratio drive assembly 10 includes a gear assembly 11 more fully depicted in Figures 2 and 3 .
- the gear assembly 11 includes a casing 12 within which there is located a pair of planetary gear devices 13 and 14.
- the device 13 includes an input shaft 15 drivingly connected to an input gear 16, as well as an output shaft 17 connected to an output gear 18 so as to be driven thereby.
- Four planetary gears 19 are meshingly engaged with the gears 16 and 18 so as to transfer power therebetween.
- the planetary gears 19 are rotatably supported in a carriage 20.
- the carriage 20, together with the shafts 15 and 17 are rotatably supported by bearings supported by the casing 12.
- the shafts 15 and 17, gears 16 and 18 and casing 12 all rotate about a common longitudinal rotational axis 21.
- the planetary gears 19 each rotate about an axis 22 that is normal to and intersects with the axis 21.
- ring gear 23 Fixed to or formed integrally with the carriage 20 is a ring gear 23, so that upon rotation of the carriage 20 about the axis 21, the ring gear 23 is also rotated about the axis 21.
- Meshingly engaged with the ring gear 23 are pump gears 24 each connected to a shaft 25 that extends beyond the casing 12.
- the pump gears 24 are spaced angularly about the axis 24, each having a rotational axis 26, each axis 26 being generally parallel to the axis 21.
- the carriage 20 is supported in the casing 12 by means of bearings 27, while the carriage 20 itself is a closed housing providing a chamber 28 within which the gears 16, 18 and 19 are located.
- shafts 15 and 17 are rotatable about the axis 21, as well as being rotatable relative to the carriage 20, which in turn is rotatable about the axis 21 both relative to the casing 12 and the shafts 15 and 17.
- a motor gear 31 Mounted on the shaft 15 by way of a spline is a motor gear 31 that is meshingly engaged with a further motor gear 32 connected to a shaft 33.
- the gear 31 is rotated about the axis 21 with the shaft 15, while the gear 32, with its shaft 33, is rotatable about an axis 34 that is generally parallel to the axis 21.
- the gear device 14 is very similar in construction to the gear device 13.
- the gear device 14 has an input shaft 35 and an output shaft 36, the shafts 35 and 36 being attached to gears 37 and 38.
- Meshingly engaged with the gears 37 and 38 are four planetary gears 63.
- the gears 63 are arranged at 90° intervals about the axis 21, with each being supported by a shaft (not illustrated) extending between a carriage 39 and support member 40.
- the carriage 39 has a ring gear 41 meshingly engaged with four pump gears 42, each pump gear 42 is attached to a respective shaft 43 extending outwardly of the casing 12.
- the shafts 17 and 35 are coupled so as to rotate in unison.
- the device 14 has the shafts 35 and 36 mounted for rotation about the axis 27, while the carriage 39 is rotatable about the axis 21 relative to the shafts 35 and 36.
- Each of the gears 63 is rotatable about an axis 44 that intersects with the axis 21 and is generally normal thereto.
- the device 14 includes a brake gear 45 that is mounted on a spline formed on the shaft 36.
- the gear 45 is meshingly engaged with a further brake gear 46 that is attached to a shaft 47.
- the shaft 47 is rotatable about an axis 48 together with the gear 46.
- a "dog" clutch 49 that is movable by means of an actuator assembly 50 into engagement with the carriage 39 so that the shaft 36 is selectively couplable to the carriage 39 so as to rotate therewith.
- Each of the shafts 26 is drivingly connected to a motor/pump device 51 so that when driving the device 51 hydraulic fluid is taken from a tank outlet 52.
- the devices 51 provide hydraulic fluid under pressure delivered to a junction 53.
- the hydraulic fluid under pressure is delivered to a pressure relief valve 54 and a metering/stop valve 55, and then a tank inlet 56.
- the metering/stop valve 55 is operable to control the fluid flow rate of the hydraulic fluid passing therethrough and therefore the resistance provided by the devices 51 and 57.
- Each of the shafts 43 is attached to a motor/pump device 57 also connected to the tank outlet 52 and the valves 53, 54 and 55 so as to deliver hydraulic fluid under pressure thereto when the device 57 is driven.
- the shaft 33 is connected to a booster pump 58 that is operable to provide hydraulic fluid under pressure to the junction valve 53 from the tank outlet 52. This hydraulic fluid under pressure is delivered to the devices 51 and 57 to thereby drive the devices 51 and 57 when the devices 51 and 57 are to act as motors.
- the shaft 47 is connected to a brake pump 59 that takes hydraulic fluid from the tank outlet 52 and delivers hydraulic, fluid under pressure to a pressure relief valve 60 and a stop valve 61, connected to the tank return 56.
- the motor/pump devices 57 deliver hydraulic fluid under pressure to the junction 53 via stop valves 62 when the devices 57 are driven by the gear 41.
- the devices 51 and 57 can operate as a pump or a motor.
- the devices 51 and 57 When operating as a pump, the devices 51 and 57 are driven by the respective shafts 25 and 43.
- the devices 51 and 57 When receiving hydraulic fluid under pressure from the pump 58, they act as motors and drive their associated shafts 25 and 43.
- the shafts 15 and 36 are interposed in the tail shaft (drive shaft) of a motor lorry to aid in maintaining the engine at a preferred RPM.
- the device 10 would also be operated to provide for a smooth transition in any change in RPM between the shafts 1 and 36.
- the gear 16 When the shaft 15 is driven, the gear 16 is driven which would just merely rotate and not drive the shaft 17 unless there is some resistance provided by the gears 19. As the gears 19 rotate and they apply little resistance, the carriage 20 rotates about the axis 21 relative to the shafts 15 and 17. Rotation of the carriage 20 causes rotation of the gears 24 and therefore operation of the devices 51.
- the devices 51 cause a flow of hydraulic fluid delivered to the valve 55. Assuming the valve 55 is open then the devices 51 provide little resistance and therefore there is little (if any) rotation delivered to the shaft 17 since it will be the carriage 20 that rotates rather than the gear 18.
- the devices 51 provide a resistance in that they inhibit rotation of the gears 24. This in turn inhibits rotation of the carriage 20 and therefore the gears 19 about the axis 21. This translates into rotation of the gear 18 and rotation of the shaft 17. As the shaft 17 is rotated so is the shaft 35. Operation of the device 14 is identical in that the devices 57 provide hydraulic fluid also delivered to the valve 55.
- the pressure relief valve 54 is operated to drain "excess pressure" to the tank inlet 56.
- the rotational speed of the shaft 15 relative to the rotational speed of the shaft 36 can therefore be governed by operation of the valve 55. However this ratio can further be varied by operation of the pump 58. If hydraulic fluid under pressure is delivered to the devices 51 and 57 from the pump 58, the ring gear 23 is driven in the opposite direction to the shaft 15, thereby having the assembly 10 operate at a higher speed ratio.
- the pump 58 is driven by the ring gear 23, and then the devices 51 and 57 act as motors. This produces a relatively high speed ratio. However upon a heavy load being encountered the ring gear 23 will change in rotational direction so as to rotate in the same direction as the shaft 15 and therefore lower the gear ratio.
- the assembly 10 can also be operated in a braking mode by operation of the valve 61. If the valve 61 is closed, then the brake pump 59 provides a resistance to rotation of the shaft 36. If the pressure produced by the pump 59 is excessive, then "excess pressure" is vented to the tank inlets 56 via operation of the pressure relief valve 60.
- the pumps 59 may also be rendered effectively inoperative by closing both or one of the valves 62. This disables the device 14. Accordingly the assembly 10 operates only with the device 13 operative. In this mode of operation, the assembly 10 would be driving the vehicle in a forward direction, as it would when both devices 13 and 14 are operative.
- the assembly 10 can be operated so that the engine of the associated vehicle operates at a preferred RPM, as the gear ratio provided by the assembly 10 is continuously variable according to load.
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Abstract
Description
- The present invention relates to a transmission assembly and, in particular to, a continuous variable hydromechanical transmission assembly for a vehicle, according to the preamble of claim 1 and as it is disclosed in
EP1170526B1 . - A continuously variable transmission for a vehicle is an alternative to a standard planetary automatic transmission which is common throughout the world. The job of a transmission in a vehicle is to change the speed ratio between the engine and the wheels of a vehicle. The transmission uses a range of gears from low to high to make more effective use of an engine's torque as the driving conditions change. Those gears can be engaged manually or automatically. In a traditional automatic transmission, the gears are interlocking toothed wheels that transmit and modify rotary motion and torque. A combination of planetary gears create the different ratios.
- A continuously variable transmission does not have a gear box with a set of gears or interlocking toothed wheels. Most common continuous variable transmissions include a belt and an input pulley and an output pulley. As the pulleys are at variable diameters, the belt change location creating the gearing effect. The drive or input pulley is connected to the crank shaft of the engine and the driven or output pulley transfers the energy to the drive shaft. As the two pulleys change their radii relatively to one another they create an infinite number of gear ratios.
- The advantages of a continuously variable transmission of a standard planetary automatic transmission are that the continuously variable transmission creates a smoother ride in a vehicle because it eliminates the jolting of changing gears, improves fuel efficiency, eliminates gear hunting as the car decelerates, provides better acceleration, provides better control over emissions, and replaces inefficient fluid torque converters.
- In an attempt to utilise continuously variable transmissions more effectively, a number of different types have been developed. For example, the toroidal continuously variable transmission replaces the belts and pulleys with disks and power rollers. Hydrostatic continuously variable transmissions work by varying the radius of the contact point between two rotating objects. In this type of transmission the rotational motion of the engine operates a hydrostatic pump on the driving side. The pump converts rotational motion in fluid flow. Then with a hydrostatic motor located on the driven side the fluid is converted back into rotational motion. When a hydrostatic transmission is combined with a planetary gear set and clutches a hybrid known as a hydromechanical transmission is created. At a low speed, power is transmitted hydraulically, and at a high speed, power is transmitted mechanically. Between these extremes the transmission uses both hydraulic and mechanical means to transfer power.
- It has however been found that existing hydromechanical transmissions have a limited number of gearing ratios, are not fully controlled, cannot provide a reverse function, and require hydraulic boosting to start.
- It is an object of the present invention to substantially overcome or at least ameliorate one or more of the disadvantages of the prior art, or to at least provide a useful alternative.
- There is disclosed herein a variable ratio drive assembly including the features of claim 1.
- Preferably, said assembly includes a brake gear driven by said second output shaft, a brake pump driven by said brake gear so that the brake pump produces hydraulic fluid under pressure, and second restriction means operatively associated with the brake pump to receive hydraulic fluid under pressure therefrom, the second restriction means being operable to restrict the flow of hydraulic fluid produced by said brake pump to thereby selectively apply a braking torque to said second output shaft, with the first output shaft being drivingly connected to the second input shaft.
- Preferably, each said pump device is a motor/pump device that upon receiving hydraulic fluid under pressure acts as a motor to drive a respective one of the ring gears.
- Preferably, when the first input shaft is driven in a first angular direction, said first pump device when operated by said hydraulic fluid drives the first carriage in an angular direction opposite the direction of said first input shaft.
- A preferred form of the present invention will now be described by way of example with reference to the accompanying drawings wherein:
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Figure 1 is a schematic diagram of a variable ratio drive assembly; -
Figure 2 is a schematic part sectioned top plan view of a gear assembly employed in the drive assembly ofFigure 1 ; -
Figure 3 is a schematic part sectioned side elevation of the gear assembly ofFigure 2 sectioned along the centre line thereof. - In the accompanying drawings there is schematically depicted a variable
ratio drive assembly 10. Theassembly 10 includes agear assembly 11 more fully depicted inFigures 2 and3 . Thegear assembly 11 includes acasing 12 within which there is located a pair ofplanetary gear devices - The
device 13 includes aninput shaft 15 drivingly connected to aninput gear 16, as well as anoutput shaft 17 connected to anoutput gear 18 so as to be driven thereby. Fourplanetary gears 19 are meshingly engaged with thegears planetary gears 19 are rotatably supported in acarriage 20. Thecarriage 20, together with theshafts casing 12. Theshafts gears casing 12 all rotate about a common longitudinalrotational axis 21. Theplanetary gears 19 each rotate about anaxis 22 that is normal to and intersects with theaxis 21. - Fixed to or formed integrally with the
carriage 20 is aring gear 23, so that upon rotation of thecarriage 20 about theaxis 21, thering gear 23 is also rotated about theaxis 21. - Meshingly engaged with the
ring gear 23 arepump gears 24 each connected to ashaft 25 that extends beyond thecasing 12. Thepump gears 24 are spaced angularly about theaxis 24, each having arotational axis 26, eachaxis 26 being generally parallel to theaxis 21. - The
carriage 20 is supported in thecasing 12 by means ofbearings 27, while thecarriage 20 itself is a closed housing providing achamber 28 within which thegears - In this embodiment there are four
planetary gears 19 arranged at 90° displacements about theaxis 21, each being supported by ashaft 29 extending between thecarriage 20 and acentral support member 30. - It should be appreciated the
shafts axis 21, as well as being rotatable relative to thecarriage 20, which in turn is rotatable about theaxis 21 both relative to thecasing 12 and theshafts - Mounted on the
shaft 15 by way of a spline is amotor gear 31 that is meshingly engaged with afurther motor gear 32 connected to ashaft 33. - The
gear 31 is rotated about theaxis 21 with theshaft 15, while thegear 32, with itsshaft 33, is rotatable about anaxis 34 that is generally parallel to theaxis 21. - The
gear device 14 is very similar in construction to thegear device 13. In this embodiment thegear device 14 has aninput shaft 35 and anoutput shaft 36, theshafts gears gears planetary gears 63. Thegears 63 are arranged at 90° intervals about theaxis 21, with each being supported by a shaft (not illustrated) extending between acarriage 39 andsupport member 40. Thecarriage 39 has aring gear 41 meshingly engaged with fourpump gears 42, eachpump gear 42 is attached to arespective shaft 43 extending outwardly of thecasing 12. Theshafts - In the same manner as the
device 13, thedevice 14 has theshafts axis 27, while thecarriage 39 is rotatable about theaxis 21 relative to theshafts gears 63 is rotatable about anaxis 44 that intersects with theaxis 21 and is generally normal thereto. - The
device 14 includes abrake gear 45 that is mounted on a spline formed on theshaft 36. Thegear 45 is meshingly engaged with afurther brake gear 46 that is attached to ashaft 47. Theshaft 47 is rotatable about anaxis 48 together with thegear 46. - Also mounted on the
shaft 36 is a "dog" clutch 49 that is movable by means of anactuator assembly 50 into engagement with thecarriage 39 so that theshaft 36 is selectively couplable to thecarriage 39 so as to rotate therewith. - Each of the
shafts 26 is drivingly connected to a motor/pump device 51 so that when driving thedevice 51 hydraulic fluid is taken from atank outlet 52. Thedevices 51 provide hydraulic fluid under pressure delivered to ajunction 53. The hydraulic fluid under pressure is delivered to apressure relief valve 54 and a metering/stop valve 55, and then atank inlet 56. The metering/stop valve 55 is operable to control the fluid flow rate of the hydraulic fluid passing therethrough and therefore the resistance provided by thedevices - Each of the
shafts 43 is attached to a motor/pump device 57 also connected to thetank outlet 52 and thevalves device 57 is driven. - The
shaft 33 is connected to abooster pump 58 that is operable to provide hydraulic fluid under pressure to thejunction valve 53 from thetank outlet 52. This hydraulic fluid under pressure is delivered to thedevices devices devices - The
shaft 47 is connected to abrake pump 59 that takes hydraulic fluid from thetank outlet 52 and delivers hydraulic, fluid under pressure to apressure relief valve 60 and astop valve 61, connected to thetank return 56. - The motor/
pump devices 57 deliver hydraulic fluid under pressure to thejunction 53 viastop valves 62 when thedevices 57 are driven by thegear 41. - As can be seen by the above, the
devices devices respective shafts pump 58, they act as motors and drive their associatedshafts - As one example, in operation of the above described
assembly 10 theshafts device 10 would also be operated to provide for a smooth transition in any change in RPM between theshafts 1 and 36. - When the
shaft 15 is driven, thegear 16 is driven which would just merely rotate and not drive theshaft 17 unless there is some resistance provided by thegears 19. As thegears 19 rotate and they apply little resistance, thecarriage 20 rotates about theaxis 21 relative to theshafts carriage 20 causes rotation of thegears 24 and therefore operation of thedevices 51. Thedevices 51 cause a flow of hydraulic fluid delivered to thevalve 55. Assuming thevalve 55 is open then thedevices 51 provide little resistance and therefore there is little (if any) rotation delivered to theshaft 17 since it will be thecarriage 20 that rotates rather than thegear 18. However if thevalve 55 is operated to provide a resistance (for example if it is closed or at least partly closed) thedevices 51 provide a resistance in that they inhibit rotation of thegears 24. This in turn inhibits rotation of thecarriage 20 and therefore thegears 19 about theaxis 21. This translates into rotation of thegear 18 and rotation of theshaft 17. As theshaft 17 is rotated so is theshaft 35. Operation of thedevice 14 is identical in that thedevices 57 provide hydraulic fluid also delivered to thevalve 55. - If a predetermined pressure is exceeded by the
devices pressure relief valve 54 is operated to drain "excess pressure" to thetank inlet 56. - The rotational speed of the
shaft 15 relative to the rotational speed of theshaft 36 can therefore be governed by operation of thevalve 55. However this ratio can further be varied by operation of thepump 58. If hydraulic fluid under pressure is delivered to thedevices pump 58, thering gear 23 is driven in the opposite direction to theshaft 15, thereby having theassembly 10 operate at a higher speed ratio. - For example if the
pump 58 is driven by thering gear 23, and then thedevices ring gear 23 will change in rotational direction so as to rotate in the same direction as theshaft 15 and therefore lower the gear ratio. - Normally the rotational direction of the
shaft 15 is the same as theshaft 36. However upon the clutch 49 being operated to engage thecarriage 39, the°shaft 36 will rotate in the opposite direction to the shaft 15 (a reverse direction) as theshaft 36 is fixed to thecarriage 39. - The
assembly 10 can also be operated in a braking mode by operation of thevalve 61. If thevalve 61 is closed, then thebrake pump 59 provides a resistance to rotation of theshaft 36. If the pressure produced by thepump 59 is excessive, then "excess pressure" is vented to thetank inlets 56 via operation of thepressure relief valve 60. - The
pumps 59 may also be rendered effectively inoperative by closing both or one of thevalves 62. This disables thedevice 14. Accordingly theassembly 10 operates only with thedevice 13 operative. In this mode of operation, theassembly 10 would be driving the vehicle in a forward direction, as it would when bothdevices - By operation of the
valves assembly 10 can be operated so that the engine of the associated vehicle operates at a preferred RPM, as the gear ratio provided by theassembly 10 is continuously variable according to load.
Claims (4)
- A variable ratio drive assembly (10) including:a first planetary gear device (13) having first input shaft (15) and a second output shaft (17), with the shafts (15,17) having a common rotational axis (21), an input gear (16) attached to the input shaft (15) so as to be drivingly associated therewith, an output gear (18) attached to the output shaft (17) so as to be drivingly associated herewith, a carriage (20) mounted for rotation about said axis (21), at least one planetary gear (19) meshed with the input gear (16) and output gear (18), the planetary gear (19) being rotatably mounted in the carriage (20) so as to be supported thereby and movable therewith, a ring gear (23) fixed to the carriage (20) so as to move therewith and therefore rotated about said axis (21);
a pump gear (24) meshingly engaged with the ring gear (23) so as to be driven thereby;
a first pump device (51) drivingly connected to the pump gear (24) so as to be driven thereby to provide hydraulic fluid under pressure;
fluid flow restriction means (55) associated with the pump device (51) and to receive said hydraulic fluid under pressure and operable to control the flow thereof so that said pump device (51) applies a torque to said pump gear (24) to thereby control rotation of said ring gear (23) about said axis (21) and therefore rotation of said output shaft (17); characterized in that the assembly (10) further includes
a secondary planetary gear device (14), said second device (14) having a second input shaft (35) and a second output shaft (36), with the second shafts (35, 36) having a common rational axis (21), a second input gear (37) attached to the second input shaft (35) so as to be drivingly associated therewith, a second output gear (38) attached to the second output shaft (35) so as to be drivingly associated therewith, a second carriage (39) mounted for rotation about the common axis (21) of the second shafts (35, 36), at least one second planetary gear (63) meshed with the second input gear (37) and the second output gear (38), the second planetary gear (63) being rotatably mounted in the second carriage (39) so as to be supported thereby and movable therewith, a second ring gear (41) fixed to the second carriage (39) so as to move therewith and therefore rotated about the common axis (21) of said second shafts (35, 36);
a second pump gear (42) meshingly engaged with the second ring gear (41) so as to be driven thereby; and
a second pump device (51) drivingly connected to the second pump gear (42) so as to be driven thereby to provide hydraulic fluid under pressure that is delivered to said fluid flow restriction means (55), with the fluid flow restriction means (55) therefore being operable to control the flow from the second pump device (51) so that the second pump device (51) applies a torque to the second pump gear (42) to thereby control rotation of the second ring gear (41) about the common axis (21) of said second shafts (35, 36) and therefore rotation of said second output shaft (36). - The drive assembly (10) of claim 1, wherein said assembly (10) includes a brake gear (45) driven by said second output shaft (36), a brake pump (59) driven by said brake gear (45) so that the brake pump (59) produces hydraulic fluid under pressure, and second fluid flow restriction means (62) operatively associated with the brake pump (59) to receive hydraulic fluid under pressure therefrom, the second fluid flow restriction means (62) being operable to restrict the flow of hydraulic fluid produced by said brake pump (59) to thereby selectively apply a braking torque to said second output shaft (36), with the first output shaft (17) being drivingly connected to the second input shaft (35).
- The drive assembly (10) of claim 1 or 2, wherein each pump device (51, 57) is a motor/pump device (51, 57) that upon receiving hydraulic fluid under pressure acts as a motor to drive a respective ring gear (23, 41).
- The drive assembly (10) of claim 1, 2 or 3, wherein when the first input shaft (15) is driven in a first angular direction, each motor/pump device (51, 57) when operated drives an associated one of the carriages in an angular direction opposite the direction of said first input shaft (15).
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL08733405T PL2150727T3 (en) | 2007-04-26 | 2008-04-24 | A continuous variable transmission assembly |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2007902199A AU2007902199A0 (en) | 2007-04-26 | A continuous variable transmission assembly | |
PCT/AU2008/000578 WO2008131483A1 (en) | 2007-04-26 | 2008-04-24 | A continuous variable transmission assembly |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2150727A1 EP2150727A1 (en) | 2010-02-10 |
EP2150727A4 EP2150727A4 (en) | 2010-04-21 |
EP2150727B1 true EP2150727B1 (en) | 2011-08-31 |
Family
ID=39925101
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08733405A Not-in-force EP2150727B1 (en) | 2007-04-26 | 2008-04-24 | A continuous variable transmission assembly |
Country Status (10)
Country | Link |
---|---|
US (1) | US8246502B2 (en) |
EP (1) | EP2150727B1 (en) |
JP (1) | JP5093536B2 (en) |
KR (1) | KR20100015712A (en) |
CN (1) | CN101675273B (en) |
AT (1) | ATE522749T1 (en) |
AU (1) | AU2008243697B2 (en) |
CA (1) | CA2683157A1 (en) |
PL (1) | PL2150727T3 (en) |
WO (1) | WO2008131483A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8622867B1 (en) * | 2011-12-20 | 2014-01-07 | Lei Yang | Differential with torque distribution |
CN103216600A (en) * | 2012-01-19 | 2013-07-24 | 郑云兵 | Continuously variable transmission |
US10001196B2 (en) * | 2014-12-19 | 2018-06-19 | Caleb Chung | Continuously variable transmission |
US10774901B2 (en) | 2014-12-19 | 2020-09-15 | Caleb Chung | Continuously variable transmission |
US11413949B2 (en) | 2020-11-19 | 2022-08-16 | Ying-Chung Yang | Dual-motor differential drive system |
GR1010163B (en) * | 2021-04-07 | 2022-01-19 | Πετρος Σπυρου Απεργης | Transmission system for the continuous fluctuation of torque and revs from zero to maximum |
Family Cites Families (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1013154A (en) * | 1950-02-22 | 1952-07-23 | Hydromechanical gear change | |
US3645152A (en) * | 1970-04-27 | 1972-02-29 | Behzat Olcer | Variable speed mechanism |
JPS5424066B2 (en) * | 1972-04-28 | 1979-08-18 | ||
JPS50136571A (en) * | 1974-04-18 | 1975-10-29 | ||
US4974471A (en) * | 1987-05-18 | 1990-12-04 | Mcgarraugh Clifford B | Controllable pinion differential device |
CN2044666U (en) * | 1988-09-24 | 1989-09-20 | 王俊卿 | Stepless moment-changer with double planets |
US4994002A (en) * | 1988-12-29 | 1991-02-19 | Technoquattro S.R.L. | Variable-speed power transmission device |
DE19680744B4 (en) * | 1995-09-11 | 2011-02-24 | Honda Giken Kogyo K.K. | Coupling device interposed between right and left wheels of vehicle - has differential gear having rotating elements which generate differential rotation between right and left wheels which is limited by differential limit control |
NL1005735C1 (en) * | 1996-07-29 | 1998-02-05 | Maud De Jong | Continuously variable transmission |
US6033332A (en) * | 1998-04-09 | 2000-03-07 | Evans; Shelby A. | Continuously variable transmission |
AUPP373798A0 (en) * | 1998-05-27 | 1998-06-18 | Williames, Geoffrey Allan | Vehicle powertrains |
US6126564A (en) * | 1998-07-08 | 2000-10-03 | Kanzaki Kokyukoki Mfg. Co., Ltd. | Axle driving apparatus |
EP1055844A1 (en) | 1999-05-20 | 2000-11-29 | Renault | Continuous power dividing hydromechanical transmission for motor vehicles |
US6478706B1 (en) * | 1999-12-17 | 2002-11-12 | Caterpillar Inc | Planetary steering differential |
JP2001214963A (en) * | 2000-02-01 | 2001-08-10 | Kanzaki Kokyukoki Mfg Co Ltd | Differential mechanism |
IT1314527B1 (en) * | 2000-07-07 | 2002-12-18 | Matteo Chigi | CHANGE OR CONTINUOUS SPEED VARIATOR |
KR20020062066A (en) | 2001-01-19 | 2002-07-25 | 신혁철 | Continuously variable transmission having high transmission efficiency and durability |
US6634976B1 (en) * | 2001-05-29 | 2003-10-21 | Dennis E. Britt | Speed variator transmission |
GB2382387A (en) | 2001-11-22 | 2003-05-28 | Joseph Carroll | Hydraulically braked differential connected to a power-take-off shaft |
US7942778B2 (en) * | 2004-10-29 | 2011-05-17 | Geoffrey Allan Williames | Hydromechanical variable speed transmission |
JP4892885B2 (en) * | 2005-08-01 | 2012-03-07 | トヨタ自動車株式会社 | transmission |
US7993230B2 (en) * | 2008-05-06 | 2011-08-09 | Deere & Company | Dual path hydromechanical powertrain |
-
2008
- 2008-04-24 CA CA002683157A patent/CA2683157A1/en not_active Abandoned
- 2008-04-24 WO PCT/AU2008/000578 patent/WO2008131483A1/en active Application Filing
- 2008-04-24 US US12/597,583 patent/US8246502B2/en not_active Expired - Fee Related
- 2008-04-24 AU AU2008243697A patent/AU2008243697B2/en not_active Ceased
- 2008-04-24 AT AT08733405T patent/ATE522749T1/en not_active IP Right Cessation
- 2008-04-24 PL PL08733405T patent/PL2150727T3/en unknown
- 2008-04-24 EP EP08733405A patent/EP2150727B1/en not_active Not-in-force
- 2008-04-24 JP JP2010504382A patent/JP5093536B2/en not_active Expired - Fee Related
- 2008-04-24 CN CN200880013228.7A patent/CN101675273B/en not_active Expired - Fee Related
- 2008-04-24 KR KR1020097021844A patent/KR20100015712A/en not_active Application Discontinuation
Also Published As
Publication number | Publication date |
---|---|
CN101675273B (en) | 2011-12-14 |
AU2008243697A1 (en) | 2008-11-06 |
AU2008243697B2 (en) | 2012-03-29 |
CN101675273A (en) | 2010-03-17 |
ATE522749T1 (en) | 2011-09-15 |
EP2150727A1 (en) | 2010-02-10 |
US20100144477A1 (en) | 2010-06-10 |
JP2010525263A (en) | 2010-07-22 |
PL2150727T3 (en) | 2012-01-31 |
KR20100015712A (en) | 2010-02-12 |
WO2008131483A1 (en) | 2008-11-06 |
CA2683157A1 (en) | 2008-11-06 |
JP5093536B2 (en) | 2012-12-12 |
US8246502B2 (en) | 2012-08-21 |
EP2150727A4 (en) | 2010-04-21 |
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